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4 Sheets-Sheet l. S. MARCUS.

ELECTRICAL IGNITING DEVIGE FOR GAS ENGINES.

No. 306,389. Patented Oct. '7, 1884.

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S. MARCUS.

ELECTRICAL IGNITING DEVICE FOR GAS ENGINES.

No. 306,339. Patented Oct. '7, 1884;

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S. MARCUS.

ELECTRICAL IGNITING DEVICE FOR GAS ENGINES. No. 306,339. Patented 003.7; 1334.

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ELECTRICAL IGNITING DEVICE FOR GAS ENGINES- No. 306,339. Patented 001;.7, 1884.

Unitarian Marne PATENT @rrrcn.

. SIEGFRIED MARCUS, OF VIENNA, AUSTRIA-HUNGARY.

ELECTRICAL I GNITENG DEVICE FOR GAS ENGlNES.

SPECIFICATION forming part of Letters Patent No. 306,339, dated October7, 188%.

Application filed August 13, 1883. (No model.) Patented in Bel inGermany May 23, 1882, No. 26,700, and May 20, 1883, No. 25,947

trim-Hungary July 24, 1883, No. 17,407, and No. 251,820.

To aZZ whom it may concern.-

Be it known that I, SIEGFRIED Masons, a subject of the Emperor ofAustriadiungary, residing at Vienna, in the Province of Nether- Austria,in the Empire of Austria-Hungary, have invented certain new and usefulImprove ments in Electrical Igniting Devices for Gas Engines; and LCIOhereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to whichit appertains to make and use the same, reference being had to theaccompanying drawings, and to letters or figures of reference markedthereon, which form a part of this specification.

My present invent-ion relates to that class of gas-engines for which Ihave filed an application for patent on or about the 12th day of June,1882, and for which Letters Patent have since been granted under date ofOctober 2, 1883, No. 286,030; and it relates to improvements of and inthe engine proper, as well as to improvements of and in the ignitingdevices.

I desire it to be understood that, although I do not herein lay claim toany features of invention not connected or in cooperation with the saidigniting devices, I reserve myself the right to claim the same in aseparate application for patent therefor; and in order that thesubject-matter of this part of the invention. may be more fullycomprehended it will be necessary to describe briefly the general construction and operation of the engine, though said igniting devices maybe applied for use with any other gas-engine.

In the accompanying drawings, Figure 1 is a side elevation, Fig. 2 avertical transverse section, and Fig. 3 a top plan view, partly insection, of a horizontal gas-engine embodying my improvements. Fig. 4 isa detail view of the admission-valve. Figs. 5, 6, 7, 8, 9, and

10 are detail views, showing the construction and operation of myimproved arrangement of contact-points.

Like letters of reference indicate like parts wherever such may occur.

In its general form the engine is constructed gium May 13, 1882, No,57,900; in France May 15, 1882, No. 148,054;

in Italy June 30, 1882, XVI, 14,200, XXYIII, 401, and in Ausuponsubstantially the same principles as the type of engine shown anddescribed in the ap plication for patent above referred to, with theexception of the improvement made, and which I will now describe.

F is the main frame, of suitable construc tion to support theengine-cylinder and operative parts of the engine. S is the maindriving-shaft, carrying a single driving pulley, F", the fly wheel orwheels Vi", and the transmission pulley or pulleys p. O is theenginecylinder; 1?,thepiston-rod; H, the cross-head; It, theconnecting-rod that connects the piston-rod with the main driving-shaftS.

The cylinder and piston are constructed to perform the function of anair-compressor, drawing in air at each backward stroke, conr pressingand expelling the air at each forward stroke. For this purpose thecylinder 0 is at its forward end provided with a suction and a check orescape valve, V V, respectively. The valve-casing of the latter valve isconnected by a pipe, a, with the compressedair reservoir 0*, and thelatter by apipe, a, provided with a stop-cock or valve, s", with theatomizer A. By means of a pipe, 13, having two branches, 1) 6, providedwith stop-cocks or valves 8 s, the air-reservoir and atomizer are bothconnected with the mixing-chamber 0. By means of this arrangement acharge of air is admitted through pipe a into the atomizer, to be theresaturated with a hydrocarburet.

Any suitably-constructed devices for atomizing or vaporizing thehydrocarburct may be employed. I prefer to usethe atomizer shown anddescribed in Letters Patent granted to me under date of April 3, 1883,No. 275,288.

' The explosive charge may be ignited by any suitable means. I prefer toeffect this by an electric spark produced by a magnetoelectricgenerator-such, for example, as the one shown and described in LettersPatent granted to me under date of April 3, 1888, No. 275,237, andindicated in the accompanying drawings at E.

A counter-shaft, S, is located at or near the rear end of the cylinderC, and below it and from this counter-shaft all the operative parts ofthe instead of the rotating or oscillating valve or stop-cock employedin the construction of engine shown in my said application for patent, Iemploy a reciprocating or slide valve, V having a port, '0 The valve isconnected by a rod, 1", to the crank 0*- of a pulley, a, oncounter-shaft S, that carries also a drivingpulley, F, belted to pulleyF" on main shaft S by a steel belt, M, having lugs or teeth m,that takeinto recesses formed in the peripheries of the pulleys, whereby auniform motion is transmitted from shaftS to shaft S. The slidevalve Vuncovers the admission-portt of the cylinder; at each vertical movementin each direction; hence the speed of pulley a should be so timedrelatively to the speed of shaft S as to make one revolution to everytwo revolutions of the said shaft S. By this means I obtain a positive,rapid, and uniform cut-off.

To regulate the volume of the explosive charge, and consequently thespeed of the engine, I employ agovernor, G, the shaft 9 of which isdriven from the counter-shaft S by belt and pulleys /9 the former on thecounter-shaft,the latter on the governor-shaft, the speed of thegovernor-shaft being the same as that of the main driving-shaft.

The governor-slide G, Fig. 1, is connected by means of a bell-cranklever, L, to avalveoperating rod, It, that has the bevel or inclinedoperating-face 7' working in a slot, 1/, of the stem 1; of thesuction-valve V. By means of this arrangement the valve V is kept moreor less open when the speed of the engine increases beyond a normalspeed, this being effected by the inclined face 1 of rod B forcing thevalve V inwardly off its seat as the said rod is drawn in the directionof the arrow, Figs. 1 and 4, by the bcll-crank lever L, the arm Z ofwhich is elevated by the governor-slide as it is raised by thecentrifugal motion of the governor-balls spreading underdriven fromshaft S by slide valve pulley a ,on shaft S and a pulley, a on thebrush-shaft of the atomizer.

Instead of driving the induction-core of the magnetoelectric generatorby means of a toothed steel belt, as described in the application forLetters Patent above referred to, and'imparting to said core a variablerotary motion, I prefer to actuate the core positively,

and to give it an oscillating insteadof a rotary motion, and drive itfrom the same shaft, S, that actuates the cut-off slide V By means ofthis construction I greatly simplify the operating mechanism of theseparts, and at the same time obtain better results. Both themagneto-electric generator and cut-off slide V being operated from thesame sha'ft,will therefore work synchronously, both being timed by andrelatively to the speed of the main driving-shaft S, consequently to themovements of the piston, the relative arrangement being such that thecharge of explosive gas will be admitted to the chamber 0 of thecylinder when the piston has traversed about onefourth of its forwardcourse, and the electric spark to ignite the charge will be producedwithin the explosive chamber 0 of the cylinder immediately after thecut-off has taken place. The induction-core is positively driven fromthe pulley F by a crank,f, and connectingrod D, connected to aneccentric lever, I, that carries a stud, i, which latter worksin theslot k of a crank, K, on the shaft of the inductioncore, as shown indotted lines, Fig. 1. The electric spark is here produced by the rapidseparation of two contact points or pins, one of which is a stationarypin and the other a movable pin. I

Various means may be employed to bring the movable pin in and out ofcontact with the stationary pin. Such means I have shown and describedin the application for Letters Patent for gas-engines, and in LettersPatent for magneto -electric generators, above referred to, as well asin Fig. 5 of the accompanying drawings; or this result may be obtainedas hereinafter described.

I have found that when simple contact and interruption of contact of twoconductors is resorted to to produce the electric spark the contactingbodies soon become inoperative by loss of their conducting properties.This loss of conductivity is due to the speedy heavy deposit of carbonupon the contacting bodies, which practically and completely isolatesthem from each other, so that no metallic contaet takes place at all,and the explosive charge is not ignited. To avoid this difficulty Ienlarge the contacting-surfaces and cause them to move into and out ofcontact with sufficient friction to remove any deposit of carbonthereon.

As shown in Fig. 5, the'movable contactpinN is brought into and out offrictional contact with the fixed pin N by the lever Q, the arm (1 ofwhich is lifted by cam T, depressing the arm q, and with it the pin N,which is thus made to slide over the pin N.

\Vhen the lever-arm q drops over the nose t impinges upon acorresponding surface, a, of

the pin N.

Instead of making and breaking the contact of the pins, as described,this maybe effected in a much simpler manner, as shown in Fig. 2.

N is the fixed pin, and N the sliding pin,

which is attached to or forms a part of a rod,

11 that carries a roller, m which roller rides upon a cam, T, which ismounted on the counter-shaft S, instead of being mounted on the shaft ofthe magneto-electric generator. As the cam rotates, the pin N is broughtinto frictional contact with pin N, as described, and when the rollermrides over the nose t of cam T the pin N is retracted from pin Nbyspring U, as plainly shown.

V", Fig. 2, is the exhaust-valve, the stem o of which carries a roller,h, that rides upon a cam, T, on the counter-shaft S, by means of whichcam the valve is operated. As the cam rotates, the valve is held uponits seat until the roller drops off the nose If of said can], when thevalve suddenly opens to allow the escape of the spent gases. It willthus be seen that the admission and exhaust valves, the governor, theatomizer, and magneto-electric generator, and the making and breaking ofthe contact between the pins to produce the electric spark that ignitesthe explosive charge are all operated or effected from one and the sameshaft, I"; that the latter is driven from the main driving-shaft,I maysay, positively, since the toothed steel belt performs, )ractically, thefunction of gearing, and is even less liable to produce variable motionthan such gearing; that the cams, crank-disks, or pulleys on said shaftv" are so arranged relatively to one another that the mechanical devicesoperated thereby will perform their functions in proper time, and act inharmony to produce the desired result. It will further be seen that thegovernor regulates the volume of the charge admitted by regulating thevolume of air that is passed through the atomizer, and consequentlyregupresence of two witnesses.

lat es the speed of the engine. 01' course, it will be understood thatthe atomizer may be dispensed with if the suction-valve is connectedwith a reservoir containing an explosive gas under pressure, or not.

Having thus described my invention, what I claim, and desire to secureby Letters Patent of the United States, is

1. In a gas-engine, an admission-valve, an exhaust-valve, a governor forautomatically regulating the volume of air for each explosive charge, anatomizer for atomizing aliquid car bon compound, a magneto-electricgenerator, and a movable contact point or pin for pro ducing an electricspark to ignitethe explosive charge, all operated from the same shaft,substantially as and for the purposes specified.

2. The combination of the cylinder 0, its

piston and piston-rod, the shaft S, a compressed-air reservoir, anatomizer for atomizing a liquid carbon compound connected with saidair-reservoir, a magneto-electric generator, the adinission-valve V,contact-pins N N, and exhaust-valve V with the countershaft S, pulleys Fa g, the cams T if, and suit-able connecting-rods for connecting theadmission and exhaust valves, the atomizer and electric generator, withtheir operative organs on shaft S, substantially as and for the purposesspecified.

3. The combination, with the shaft S, the shaft of theDIQgIIGtOGIGGhIIC- generator, and the slotted crank K, of the lever I,pin t, rod D, and crank-disk or pulley F, substantially as andfor thepurposes specified.

4c. The con'ibination, with the explodingchamber of a gas-engine, of thecontact-pins N N, having extended contacting -snrfaces, and the springn, in combination with the cam T, operating to make and break thecontact between the two pins by causing them to .slide one over theother with sufficient frictional contact to prevent the deposit ofcarbon thereon, as described, for the purposes specified.

In testimony whereof I affix my signature in SIEGFRIED MARCUS.

\Vitnesses:

Janus RILEY Weavnn, CLARENCE W. Hvnn.

